JP3226587U - Bistable latch mechanism and drive system high speed disconnect device made using the same - Google Patents

Abstract

An axle disconnection device having a bistable latch mechanism. An axle disconnection device (500) has a cam cylinder (510) including an inclined surface arranged on the outer surface in the radial direction. A first clutch element 522 is at least partially disposed within the cam cylinder and an intermediate shaft 580 is at least partially disposed within the first clutch element. The intermediate shaft includes a spline portion that is in constant engagement with the first clutch element. A half shaft 596 is arranged coaxially with the intermediate shaft and a second clutch element 588 is connected with the half shaft. The first clutch element selectively engages the second clutch element. The axle disconnection device further includes a latching mechanism by which the cam cylinder retains its axial position. The latching mechanism includes a radial recess in the bevel 514 of the cam cylinder and a cam follower selectively disposed at least partially in the radial recess. [Selection diagram] Fig. 3

Description

The present disclosure relates to a vehicle drive system, and particularly to a drive system high speed disconnection device. In an all-wheel drive ("AWD") vehicle, the primary wheel set may be continuously connected to the vehicle power source while the secondary wheel set is selectively connected to the vehicle power source by the disconnect device.

Conventionally, AWD vehicles have the drawback of low fuel efficiency as compared to two-wheel drive vehicles. Even when the secondary wheel set is not drivingly engaged with the power source, conventional drive systems have been required to continuously rotate the secondary drive axle at vehicle speed. As a result, conventional AWD vehicles have lost energy and reduced fuel efficiency when compared to vehicles having only a single drive axle.

Typical disconnect devices are utilized to disconnect the drivetrain components of many secondary wheel sets, thereby improving the fuel efficiency of AWD vehicles. However, typical driveline devices lack the ability to quickly connect and disconnect driveline components of secondary wheel sets.

The disclosure herein discloses an apparatus and system for efficiently connecting and disconnecting components of a secondary drive system.

In one form, the present disclosure provides an axle disconnection device having a cam cylinder, the cam cylinder including a bevel disposed on a radially outer surface thereof. A first clutch element is at least partially disposed within the cam cylinder and an intermediate shaft is at least partially disposed within the first clutch element. The intermediate shaft includes a spline portion that is in constant engagement with the first clutch element. A half shaft is arranged coaxially with the intermediate shaft and a second clutch element is connected with the half shaft. The first clutch element is selectively engaged with the second clutch element. The axle disconnection device further includes a latching mechanism by which the cam cylinder retains its axial position. The latch mechanism includes a radial recess on the bevel of the cam cylinder and a cam follower that is at least partially selectively disposed in the radial recess.

The accompanying drawings are incorporated herein as part of the specification. The drawings described herein illustrate embodiments of the presently disclosed subject matter, and are illustrative of selected principles and teachings of the present disclosure, and do not show all possible implementations thereof. The drawings are not intended to limit the scope of the present disclosure in any way.

FIG. 3 shows a schematic diagram of a driveline of an AWD vehicle according to an embodiment of the presently disclosed subject matter.

FIG. 6 shows a schematic diagram of a driveline of an AWD vehicle according to another embodiment of the presently disclosed subject matter.

FIG. 6 shows a partial cross-sectional view of a drivetrain high speed disconnect device in accordance with an embodiment of the presently disclosed subject matter.

FIG. 4 is a partial sectional view of the drive system high speed disconnection device according to FIG. 3.

FIG. 4 is a partial sectional view of the drive system high speed disconnection device according to FIG. 3.

FIG. 6 shows a partial cross-sectional view of a driveline high speed disconnect device according to another embodiment of the presently disclosed subject matter.

FIG. 6 shows a perspective view of a portion of a drivetrain high speed disconnect device in accordance with an embodiment of the presently disclosed subject matter.

FIG. 8 is a partial sectional view of the drive system high speed disconnection device according to FIG. 7.

FIG. 5 is a view of engagement and disengagement of a drivetrain high speed disconnect device in accordance with an embodiment of the presently disclosed subject matter.

FIG. 6 is a view of engagement and disengagement of a driveline high speed disconnect device in accordance with another embodiment of the presently disclosed subject matter.

FIG. 6 shows a partial cross-sectional view of a driveline high speed disconnect device according to another embodiment of the presently disclosed subject matter.

FIG. 12 is a partial sectional view of the drive system high speed disconnection device according to FIG. 11. Here, the cam follower is in the latched position.

FIG. 12 is another sectional view of a part of the drive system high speed disconnection device according to FIG. 11.

FIG. 12 is a perspective view of a part of the drive system high speed disconnection device according to FIG. 11.

FIG. 5 shows a schematic diagram of a portion of a driveline high speed disconnect device in accordance with an embodiment of the presently disclosed subject matter.

It should be understood that the invention may contemplate various alternative directions and order of steps, unless explicitly stated otherwise. It should also be understood that the specific devices, assemblies, systems and processes depicted in the accompanying drawings and described in the following specification are merely exemplary embodiments of the inventive concept defined herein. Is. Therefore, unless explicitly stated otherwise, specific dimensions, orientations, or other physical characteristics relating to the disclosed embodiments should not be considered limiting. Also, although not always, like elements in various embodiments described herein may generally be referred to by like reference numbers within this section of the application.

A particular embodiment of the high speed driveline axle disconnect device 500 is utilized in an all-wheel drive (“AWD”) driveline assembly. However, the fast disconnect device 500 is not limited to use with the drivetrain assemblies described herein. The quick disconnect device 500 may be utilized in other shapes, sizes, orientations and designs of drivetrain assemblies, but is not so limited. Further, these embodiments may have applicability in commercial vehicles, electric vehicles, and autonomous or semi-autonomous vehicles, as well as industrial, locomotive, military, and aerospace applications. As will be appreciated by those skilled in the art.

In one embodiment, as shown in FIG. 1, the high speed disconnect device 500 may be utilized in an AWD vehicle 100A having a drivetrain arrangement 102A that includes a lateral power source 104A. Power source 104A can be, but is not limited to, an internal combustion engine or an electric motor. In addition, drivetrain arrangement 102A may include transmission 105A having an input drivingly connected to power source 104A and an output drivingly connected to differential mechanism 107A. Differential mechanism 107A is drivably connected to primary wheel set 110A. Drivetrain arrangement 102A may also include a power transmission unit 106A drivably connected to the output of transmission 105A and selectively and drivably connected to secondary wheel set 112A. The power transmission unit 106A may further include a high speed disconnect device 500. When utilized in conjunction with the clutch 108B in the rear drive unit 108A, the high speed disconnect device 500 provides improved fuel economy by disconnecting the AWD drivetrain components when the AWD function is not needed.

As shown in FIG. 2, in another embodiment, the fast disconnect device 500 may be utilized in an AWD vehicle 100 having a drivetrain arrangement 102 that includes a longitudinal power source 104. In this embodiment, the high speed disconnect device 500 may also be referred to as front axle disconnect. Power source 104 can be, but is not limited to, an internal combustion engine or an electric motor. Drivetrain arrangement 102 may also include a transmission 105 having an input drivingly connected to power source 104 and an output drivingly connected to transfer case 106. Transfer case 106 includes an output continuously and drivably connected to rear drive unit 108 and a second output selectively and drivably connected to front drive unit 107. The front drive unit 107 comprises a differential mechanism drivably connected to the primary wheel set and the high speed disconnect device 500. When utilized in conjunction with the clutch in the transfer case 106, the high speed disconnect device 500 provides improved fuel economy by disconnecting the AWD drivetrain components when the AWD function is not needed.

In one embodiment, as shown in FIGS. 3 and 4, the high speed disconnect device 500 includes a power source 210 drivingly connected to an idler gear 220. As shown in FIGS. 3 and 4, in one embodiment, the high speed disconnect device 500 includes, but is not limited to, a high speed-low torque power source 210, such as a brushless direct current (BLDC) electric motor. In one embodiment, power source 210 can be a brushed DC motor. Power source 210 may have an output shaft 212 (see FIG. 11) having a pinion (not shown) coupled to its end. The pinion is drivingly engaged with the idler gear 220, and the idler gear 220 is drivingly engaged with a plurality of splines 512 disposed on the cam cylinder 510. The idler gear 220 may also be referred to herein as a drive gear. In one embodiment, an additional gear (not shown) is provided between the power source 210 and the cam cylinder 510 to obtain the desired rate of deceleration and/or to allow for specific alignment of the power source 210. Can be operably connected with. Power source 210 is drivingly engaged with cam cylinder 510.

The cam cylinder splines 512 maintain constant engagement with the idler gear 220 while allowing linear actuation of the cam cylinder 510. As shown in FIG. 3, the cam cylinder 510 includes a beveled surface 514 disposed through a radial wall of the cam cylinder 510. In another embodiment, as shown in FIGS. 4-8 and 11-14, the beveled surface 514 of the cam may be disposed on the outer surface of the cam cylinder 510 in the radial direction. Does not extend completely through the wall.

Cam cylinder 510 includes a portion of a linear actuator. In one embodiment, splines 512 may be located on the outer surface of the cam cylinder first end portion 510A. The axial distance traveled by the cam cylinder 510 may be determined by the ramp 514. The ramp 514 can include, but is not limited to, a single stage ramp. In particular embodiments, ramp 514 may include multiple stages. Cam cylinder 510 may also include additional bevels (not shown) to facilitate smooth rotation and linear actuation of cam cylinder 510.

The cam cylinder 510 may be concentrically disposed at least partially within the annular bushing 516. The bushing 516 itself may be arranged concentrically within the housing 518. The housing 518 may include a first portion 518A and a second portion 518B connected by a plurality of mechanical fasteners 519. In other embodiments, the first housing portion 518A and the second housing portion 518B can be joined by welding.

As shown in FIGS. 3-6, a cam follower 520 may be rotatably coupled to the fixed housing 518 and may be slidably and rotatably disposed within the ramp 514 of the cam cylinder. The rotation of the cam cylinder 510, which is integral with the cam follower 520 inside the ramp 514, causes a linear actuation of the cam cylinder 510. The cam follower 520 may include a bearing having an outer ring fixedly coupled to the housing 518. The cam follower 520 may further include a pin having a first end coupled with the inner race of the bearing and a second end disposed within the bevel 514. In one embodiment, as shown in FIG. 4, the cam follower 520 may comprise a needle bearing having an outer ring fixedly connected to the housing 518. One end of the pin may be in direct contact with the roller of the needle bearing and the opposite end of the pin may be located in the bevel 514.

In one embodiment, as shown in FIGS. 3-5, the high speed disconnect device 500 comprises a cam cylinder 510 having a first end 510A and a second end 510B. The second end 510B of the cam cylinder is adjacent to the first thrust washer 534. The first thrust washer 534 is slidably and concentrically arranged around the outer surface of the first clutch element 522. The cam cylinder 510 may also include an annular protrusion 511 extending radially inward. The protrusion 511 defines a thrust surface 513. The thrust surface 513 is adjacent to a second thrust washer 548 that is concentrically slidably disposed on the outer surface of the first clutch element 522. In addition, a first snap ring 532 is located in the groove on the outer surface of the first clutch element 522.

A biasing member 528 is disposed between the first thrust washer 534 and the mating clutch portion 524 of the first clutch element 522. The biasing member 528 may include a first end adjacent the first thrust washer 534 and a second end adjacent the thrust surface defined by the mating clutch portion 524. Biasing member 528 may be disposed concentrically around the outer surface of first clutch element 522. Bias member 528 is continuously in at least some compression. In the most uncompressed state, the biasing member 528 drives the first thrust washer 534 into contact with the second snap ring 550. The second snap ring 550 serves as a positive stop for the first thrust washer 534. When the biasing member 528 is in its most uncompressed state, the cam cylinder thrust surface 513 is adjacent to the second thrust washer 548 and the second thrust washer 548 is adjacent to the first snap ring 532. Those skilled in the art will recognize the necessary tolerances between the components to allow rotation of the cam cylinder 510 with respect to the first clutch element 522.

The first clutch element 522 may comprise a single module including, but not limited to, a mating clutch portion 524 and a generally cylindrical portion around which the cam cylinder 510 is disposed coaxially. The first clutch element 522 may further include a first inner diameter defining a spline 523. An intermediate shaft 580 is coaxially arranged through the first clutch element 522. The intermediate shaft 580 may include splines 582 that are in constant engagement with the inner splines 523 of the first clutch element.

The mating clutch portion 524 is generally cylindrical and comprises a second radial inner diameter of the first clutch element 522. The second inner diameter comprises a radially inner protruding spline 568. In other embodiments, the mating clutch portion splines 568 may instead be axially protruding teeth. The second inner diameter of the first clutch element 522 is greater than the first inner diameter (defining the spline 523) of the first clutch element 522. The mating clutch portion splines 568 may also be referred to as inwardly projecting gear teeth.

The mating clutch portion of spline 568 is selectively engaged with spline 592 of second clutch element 588. The second clutch element 588 may be an axially fixed member located at least partially around the end of the intermediate shaft 580. A bearing 594, which may be, but is not limited to, a needle bearing, is radially positioned between a portion of the intermediate shaft 580 and the second clutch element 588. A second clutch element 588 is also disposed about the axle half shaft 596 and splined with the axle half shaft 596. Axle half shaft 596 may be rotatably supported in housing 518B by bearings 598. Intermediate shaft 580 may be supported within housing 518A by bearings 599.

In an embodiment, as shown in FIGS. 3-5, by utilizing only one biasing member 528 positioned about the first clutch element 522, the first clutch element 522 and the second clutch element 522 are utilized. During the disengagement event of element 588, the cam cylinder 510 and first clutch element 522 need not hit a hard stop (eg, a washer that compresses the bias member or a bias member that contacts a snap ring). Eliminating the hard stop disconnect reduces the risk of noise, vibration and harshness (“NVH”) in the high speed disconnect device 500. Further, utilizing only biasing member 528 facilitates a smaller axial profile of cam cylinder 510 as compared to embodiments having a biasing member located between snap ring 532 and thrust washer 548. ..

As shown in FIG. 6, in another embodiment, the high speed disconnect device 500 does not include a biasing member 528 and a second snap ring 550 that are disposed around the first clutch element 522. In this embodiment, the cam cylinder 510 and the first clutch element 522 do not have to hit a hard stop during the engagement event of the first clutch element 522 and the second clutch element 588. Removing the hard stop during the connect event further reduces the risk of NVH in the fast disconnect device 500. In addition, the elimination of biasing member 528 and snap ring 550 allows for a smaller axial profile of cam cylinder 510.

In the embodiment shown in FIG. 6, power source 210 axially drives cam cylinder 510 to engage first clutch element 522 and second clutch element 588. The cam cylinder 510 drives the first thrust washer 534, and the first thrust washer 534 exerts an axial driving force on the first clutch element 522.

As shown in FIGS. 7 and 8, the cam cylinder ramp 514 may have a first axial reduction stage 515A and/or a second axial reduction stage 515B. In one embodiment, deceleration stages 515A, 515B are located at each end of bevel 514, respectively. The deceleration stages 515A, 515B may be arranged at an oblique angle with respect to the slope 514. The deceleration stage 515A allows the power source 210 to operate faster for longer times. Operating the power source 210 faster than for a longer time has the benefit of reducing the engagement/disengagement time of the first clutch element 522 and the second clutch element 588.

In one embodiment, as shown in FIGS. 5-8 and 11-13, the quick disconnect device 500 prevents undesired disengagement of the first clutch element 522 and the second clutch element 588. A latch mechanism may be included. As shown in FIGS. 5-8, the latching mechanism may include a cam cylinder ramp 514 and a cam follower 520. The cam cylinder bevels 514 may include radial down latch bevels 600 located at each end thereof. Latch bevel 600 produces a "V" or "U" shape when viewed in cross section. In other words, the latch ramp 600 may comprise a radial down ramp and a radial up ramp located adjacent to it. Latch bevel 600 may also be referred to herein as a radial recess in cam cylinder bevel 514. In one embodiment, as shown in FIG. 15, an additional notch 601 may be located at the bottom of the latch ramp 600 to further position the cam follower 520. The pins of the cam follower 520 may include a rounded lower portion located on the ramp 514. In one embodiment, the lower portion of the cam follower pin may comprise a conical shape.

When the first clutch element 524 is fully disengaged, the system backdrive is prevented by the latching mechanism. Biasing member 604 is disposed between housing 518 and cam follower 520. After the cam cylinder 510 rotates such that the cam follower 520 is positioned on the deceleration stage 515A of the cam cylinder ramp 514, the biasing member 604 presses the pin of the cam follower 520 against the latch ramp 600. The back drive may produce rotation of the cam cylinder 510 that causes axial movement of the first clutch element 522. Since the radial force exerted by the backdrive on the pin of the cam follower 520 is not sufficient to overcome the compressive force of the biasing member 604, the axial movement of the cam cylinder 510 and the first clutch element 522 is caused by the latch mechanism. Be resisted. Therefore, the cam follower 520 is held on the latch slope 600 until the cam cylinder 510 is rotated by the power source 210.

Backdrive is likewise prevented when the first clutch element 522 is fully engaged. Further, the latch mechanism protects the cam cylinder 510 and the first clutch element 522 in both the engaged and disengaged states, so that the power source 210 is in the fully engaged or disengaged state and the high speed disconnect device. No need to provide power to the 500.

In other embodiments, as shown in FIGS. 11-13, the latch mechanism of the quick disconnect device 500 may include a cam follower 720. The cam follower 720 may be non-rotatably connected to the fixed housing 518 and may be slidably disposed inside the inclined surface 514 of the cam cylinder. The rotation of the cam cylinder 510, which is integral with the cam follower 720 inside the ramp 514, causes a linear actuation of the cam cylinder 510. The cam follower 720 may include a bearing 722 that is at least partially disposed within the ramp 514 of the cam cylinder. As the cam follower 720 tracks within the cam cylinder bevel 514, the outer ring of the bearing 722 may rotate within the cam cylinder bevel 514.

The cam follower 720 may further include a pin portion 724 having a first end 726, a body portion 727 and a second end 728. The pin portion first end 726 includes a head 730. The head 730 of the pin portion may include a socket cap 732 for connecting with a mounting tool (not shown). As shown in FIG. 11, the head portion 730 of the cam follower pin portion may be located at least partially outside the housing 518. The cam follower body portion 727 may define a threaded portion for engaging complementary threads within the housing 518.

A bearing 722 may be coupled with the second end 728 of the cam follower pin portion. Additionally, the second end 728 of the pin portion may include a generally cylindrical opening 734 that is disposed coaxially with the longitudinal axis of the cam follower 720. The opening 734 may at least partially extend the length of the cam follower 720. A biasing member 736 may be disposed within the cam follower pin opening 734. In one embodiment, biasing member 736 may comprise a coil spring. In other embodiments, the biasing member 736 may comprise, but is not limited to, a compression spring, a spiral spring, or a polymer spring. The plunger 738 may also be at least partially disposed within the cam follower pin opening 734. The biasing member 736 exerts a force on the plunger 738 in the direction of the second end 728 of the pin portion.

In one embodiment, the cam follower plunger 738 may comprise a ball 738A. In one embodiment, the cam follower plunger 738 may also include a shaft 738B coupled with the ball 738A. Here, the shaft 738B is at least partially disposed within the biasing member 736 of the coil spring. In one embodiment, a collar 738C may be disposed around the shaft 738B and may be axially positioned between the biasing member 736 and the ball 738A.

As shown in FIGS. 11, 12 and 14, in one embodiment, the cam cylinder 510 may include a latch ramp 600A. Latch bevel 600A may be narrower than latch bevel 600 and may have a steep, radially extending bevel wall 602. In one embodiment, the latch ramp 600A may be suitable for use with the cam follower 720.

In operation, when the first clutch element 524 is in the fully disengaged state, system backdrive is prevented by the latching mechanism with the cam follower 720. After the cam cylinder 510 rotates such that the cam follower 720 is positioned on the axial deceleration stage 515A of the cam cylinder ramp 514, the cam follower biasing member 736 causes the cam follower plunger 738 to at least partially engage the cam follower plunger 738. The latch slope 600A. The back drive may produce rotation of the cam cylinder 510 that causes axial movement of the first clutch element 522. The radial force exerted by the backdrive on the cam follower plunger 738 is not sufficient to overcome the compressive force of the cam follower biasing member 736, so that the axial direction of the cam cylinder 510 and the first clutch element 522 is reduced. Movement is resisted by the latch mechanism. Therefore, the cam follower 720 is held on the latch slope 600A until the cam cylinder 510 is rotated by the power source 210.

With reference to FIGS. 3-5, the first clutch element 522 engages the second clutch element 588 to connect the half shaft 596 to the power path of the drivetrain arrangement 102, 102A. To engage the first clutch element 522 and the second clutch element 588, the power source 210 drives the cam cylinder 510 into contact with the first thrust washer 534, and the first thrust washer 534 is biased. In biasing engagement with member 528, biasing member 528 exerts an axial driving force on first clutch element 522. In this embodiment, when the meshing clutch portion 524 of the first clutch element is unable to engage the second clutch element 588 because the clutch splines 523, 592 block engagement, the power source 210 causes the clutch 210 to It will drive the cam cylinder 510 towards the engaged position until the splines 523, 592 are aligned and engaged. Bias member 528 may not be long enough to lock cam cylinder 510 in the engaged position during blocked clutch engagement. Thus, power source 210 may continuously drive cam cylinder 510 towards engagement until clutch teeth 568, 592 are aligned. By utilizing the shortened biasing member 528, a fast response time is provided for the fast disconnect device 500.

FIG. 9 graphically illustrates engagement and disengagement of the first clutch element 522 and the second clutch element 588 according to the embodiment shown in FIGS. Plot 700 depicts the axial position of cam cylinder 510 over time of engagement and disengagement events. Plot 702 depicts the axial position of first clutch element 522 over time of engagement and disengagement events. As shown in Event A, the compression of the biasing member 528 retains the inertia of the motor 210 and the first clutch element 522, and the window for changing the revolutions per minute (RPM) of the first clutch element 522. (Ie, period) is produced.

10 graphically illustrates engagement and disengagement of the first clutch element 522 and the second clutch element 588 according to the embodiment shown in FIG. Plot 704 depicts the axial position of cam cylinder 510 over time of engagement and disengagement events. Plot 706 depicts the axial position of the first clutch element 522 over time of engagement and disengagement events. As shown at event AA, the stack-up gap due to friction at the contact surfaces of the clutch teeth 568, 592 creates a smaller window (ie period) for changing the RPM of the first clutch element 522. ..

While various embodiments of the presently disclosed subject matter have been described above, it should be understood that they are shown by way of illustration and not limitation. It will be apparent to those skilled in the relevant art that the disclosed subject matter may be embodied in other specific forms without departing from its spirit or essential characteristics. Therefore, the above-described embodiments are not to be considered limiting in all respects, but to be considered as illustrative.

Claims (14)

A cam cylinder having a sloped surface arranged on the outer surface in the radial direction,
A first clutch element at least partially disposed within the cam cylinder;
An intermediate shaft at least partially disposed within the first clutch element, the intermediate shaft including a spline portion for intermeshing with the first clutch element;
A half shaft arranged coaxially with the intermediate shaft;
A second clutch element coupled to the half shaft, wherein the first clutch element is selectively engaged with the second clutch element;
A latch mechanism for holding the cam cylinder in an axial position, comprising a radial recess on the slope of the cam cylinder, and a cam follower at least partially selectively disposed in the radial recess. An axle disconnection device having a latch mechanism. A first biasing member axially disposed between an end of the cam cylinder and a portion of the first clutch element, the cam cylinder axially relative to the first clutch element. The axle disconnection device of claim 1, further comprising a first biasing member that selectively moves to. The cam follower is
A first end coupled to the housing,
A second end portion that is at least partially disposed on the slope of the cam cylinder, and the axle disconnection device according to claim 1 or 2. The cam cylinder is
A first axial reduction stage arranged at a first end of the slope of the cam cylinder;
The axle disconnection device according to any one of claims 1 to 3, further comprising: a second axial reduction stage arranged at a second end of the slope of the cam cylinder. The radial depression is
A radial descending slope,
The axle disconnection device according to any one of claims 1 to 4, further comprising: a radial upward slope arranged adjacent to the radial downward slope. The slope of the cam cylinder has a width,
The axle disconnection device according to claim 5, wherein the radially downward slope and the radially upward slope extend the width of the slope of the cam cylinder. The cam follower is
A first end coupled to the housing,
A bearing coupled to the first end of the cam follower for allowing the cam follower to rotate with respect to the housing;
A second end located at least partially within the bevel of the cam cylinder;
The axle disconnection device according to claim 1 or 2, further comprising: a bias member disposed between the housing and a part of the cam follower. The cam follower is
A first end coupled to the housing,
A second end located at least partially within the ramp of the cam cylinder;
A bearing connected to a second end of the cam follower, the bearing being at least partially disposed within a bevel of the cam cylinder;
An opening arranged at a second end of the cam follower, the opening being arranged coaxially with its longitudinal axis;
A bias member disposed in the opening,
A plunger at least partially disposed within the opening, the biasing member at least partially selectively actuating the plunger into the radial recess. The axle disconnection device according to 1 or 2. 9. The axle disconnection device of claim 8, wherein the cam follower is disposed through the housing such that the first end of the cam follower is disposed radially outward relative to the housing. .. The axle disconnection device of claim 8 or 9, wherein the first end of the cam follower includes a socket cap. The cam follower is a body portion axially disposed between the first end and the second end, the body portion further including a body portion including a threaded portion, The axle disconnection device according to any one of claims 8 to 10. 12. The axle disconnection device according to any one of claims 8 to 11, wherein the cam follower plunger further includes a ball. An electric motor drivingly engaged with the cam cylinder, the electric motor further comprising an electric motor that holds the cam follower in the radial recess without transmitting torque to the cam cylinder. Item 13. The axle disconnection device according to any one of Items 1 to 12. 14. The axle disconnect device of any one of claims 1-13, wherein the latch mechanism further comprises a radial down notch disposed within the radial recess.